- AT-Network - University of Manitoba Mailing Lists

Designing and Retrofitting Bridges for Active Transportation Handouts
by Mark Cohoe 23 Aug '11

23 Aug '11

Hi, Sorry I didn't manage to get these handouts sent out prior to the webinar last Wednesday (I've been sending messages to the list from the wrong email account). For those who would like to browse through the slides and handouts from that informative webinar, here <http://www.apbp.org/?page=Webinar_Downloads> they are. Mark October 19th, 2011 into your calendars, as Green Action Centre and Bike to the Future will be hosting the the APBP webinar, Multimodal Level of Service, on Wednesday October 19th, from 2-3pm in the MB EcoCentre boardroom at 303 Portage Avenue. Mark

1 0

WFP online: Driving the future - Master transportation plan to be released in Sept (Aug.19'11)
by Beth McKechnie 23 Aug '11

23 Aug '11

Driving the future Master transportation plan to be released in September By: Jen Skerritt Forty-one years ago, Winnipeg metro councillor Bernie Wolfe warned cars would be on a "collision course" with cities unless governments of all levels sat down and negotiated a planned approach to urban transportation. At the time, Winnipeg was debating whether or not to move ahead with recommendations from a 1968 study to build 30 kilometres of freeways and an 8.6-kilometre subway system. Ultimately, the idea was scrapped, and the city grew to rely on major routes and traffic signals to keep vehicles flowing. Winnipeg has been without a long-term transportation plan ever since. Today, the city faces a similar dilemma: How will it upgrade its existing roadways and move people from point A to point B? The city is in the middle of finalizing a $1.15-million transportation master plan that will identify plans for land use and what future road and rapid-transit improvements are needed. It is expected to be publicly released in September and put to a city council vote on Oct. 19. Some critics worry history may repeat itself, and the plan will not have a specific vision for Winnipeg’s future. "Despite efforts and progress, we’re still simply trying to define what the heck we’re doing with our transportation system," said Jino Distasio, director of the University of Winnipeg’s Institute of Urban Studies. "I think it’s going to continue to put us behind other cities that have made significant strides in creating more integrated systems of transportation." Road infrastructure plays an important role in safety since it influences how people travel — via transit or bike lanes, for example — and how they interact with pedestrians, cyclists and vehicles on the road. Winnipeg is in a similar bind to other Canadian cities since it is trying to balance the need to fix and maintain existing roads and bridges while investing in major upgrades to transit and active transportation. Public works director Brad Sacher said roads and bridges built in the 1950s and 1960s are nearing the end of their lifespan. There is a need for significant rehabilitation of Winnipeg’s infrastructure in general, as well as for new infrastructure in response to growth in parts of the city. "It is a difficult balancing act and it’s a real challenge," Sacher said. Department staff have reviewed things such as traffic flow, collision data, transit patterns and active-transportation corridors to determine how people and goods move across the city, Sacher said. That way, the city can anticipate future growth and set aside space for things such as intersections and rights-of-way, instead of spending more money on costly road upgrades later, he said. The master plan will be "flexible," he said, and could prevent situations in which construction of major road infrastructure is required to catch up with development, such as along south Kenaston. "That’s a situation where it went from being a rail yard in the past to a very desirable location," Sacher said. "The trick in the longer term is to be out in front of as many development opportunities as possible so you can be as efficient as possible in planning them." Intersections are likely to need improvements before roadways since safety issues often arise when vehicle volumes increase. Winnipeg public works staff use engineering software tools to analyze how many vehicles travel through an intersection, the types of vehicles, pedestrian activity, traffic-signal timing and side-street traffic volumes to see what improvements can be made and what impact any improvements may have. One of the big fixes being made to the city’s intersection stop-and-go problem is taking a long time to complete. Mayor Sam Katz made synchronizing traffic signals an election pledge in 2006, but a recent audit found no workers are dedicated to the $11.5-million project, despite the fact it would improve safety and the flow of cars. Lights have not been synched in 80 intersections downtown, and traffic-signals-branch staff say they are still working on "tweaking" the timing of lights that have been synched elsewhere in the city. The project might not be done until 2013. Traffic signals engineer Michael Cantor said part of the difficulty is traffic flow is always changing, and even a five-second interval can make a difference between hitting a stretch of red or a stretch of green lights. Timing patterns will likely have to be updated every few years, he said. The city has hired an Ontario-based consulting firm to prepare a plan to time intersections based on speed, traffic volumes, distance between them and time of day. City staff will implement the timing plans, and the consultants will make any necessary additional changes. Engineers are currently trying to gauge how well the synchronization works on certain routes by comparing travel times before and after implementation. Cantor said city staff are driving the routes and timing them with a GPS. "We try to reduce delays and see the traffic going more fluidly." Some transportation activists are worried governments are spending an unprecedented amount of money on highways without considering the impact on cyclists and pedestrians within Winnipeg. Janice Lukes, head of the province’s active transportation advisory group, said provincial and federal governments have devoted more than $200 million to build an expressway for the CentrePort transportation hub but have not studied the need for active-transportation corridors or pathways as part of the industrial development. "Huge opportunities are being missed," Lukes said. CentrePort CEO Diane Gray said CentrePort has not examined active-transportation routes yet, but it is something that should be looked at as the development moves ahead. "I’m supportive of that because I don’t want to see cyclists riding on expressways next to large trucks," Gray said. "We need to find a balance here that makes sense." However, it’s still too early to predict how many people will travel to work at the Centre-Port air, rail and truck cargo hub every day and how many more vehicles could be flowing into Winnipeg, she said, because the numbers depend on what types of industries want to locate there. In general, labour-based industries employ more workers, while warehouses or distribution centres typically employ fewer people, Gray said. The new expressway is expected to reduce the number of vehicles on the western stretch of the Perimeter Highway by 5,900 trucks and cars a day and take pressure off feeder routes such as Oak Point Highway and Saskatchewan Avenue, she said. Distasio said what’s really missing in Winnipeg is innovation and leadership. A "car rules the road" mindset still exists among some Winnipeg drivers, he said, and the city has missed opportunities — such as in the debate surrounding parking at the new Bomber stadium — to educate the public about the merits of rapid transit and active transportation. Distasio said he’s not optimistic the city’s latest plan will outline any clear vision for the future. "I’m going to be very interested in whether this comprehensive plan actually says what it is we’re investing in. BRT (bus rapid transit), LRT (light rail transit), subways, seaways, tramways, gondolas to St. Vital?" Distasio said. "Does it actually say something or, for the umpteenth time, are we going to be wishy-washy?" jen.skerritt(a)freepress.mb.ca <%C2%A0jen.skerritt(a)freepress.mb.ca> Traffic flow See a map showing the average number of vehicles that drive on city streets in a 24-hour period<http://media.winnipegfreepress.com/documents/2009-TrafficFlow-Map.pdf>. Source: City of Winnipeg public works, 2009 Mapping a way forward for Winnipeg traffic *What's the city's plan to improve roadways and traffic flow?* *To figure out a plan:* The city is in the midst of finalizing a $1.15-million transportation master plan that will identify what future road and rapid-transit improvements are needed. City officials expect it will be publicly released in September and put to a city council vote on Oct. 19. *To finish what we started:* The city is also working to end one of Winnipeg’s greatest driving frustrations: getting stopped at multiple red lights on the same stretch of road. While a plan to synchronize traffic signals is six months behind schedule, city staff say it should be done by 2013. Here’s a look at which routes are done and which ones are scheduled to be done in the coming years. City staff say they’re still doing some "tweaks" to get the timing right on intersections that have already been synched. *Routes that are done:* Kenaston Boulevard — Academy Road to Scurfield Boulevard Lagimodiere Boulevard — Headmaster Row to Bishop Grandin Boulevard Main Street — Euclid Avenue to Fernbank Avenue St. Anne’s Road — Aldgate Road to St. Mary’s Road St. Mary’s Road — Burland Avenue to Marion Street/ Goulet Street Portage Avenue — Vaughan Street to St. Charles Street Bishop Grandin Boulevard — Lagimodiere Boulevard to Waverley Street McPhillips Street — Notre Dame Avenue to Templeton Avenue Pembina Highway — Confusion Corner to Rue des Trappistes *Routes to by synched this year:* Henderson Highway — Hespeler Avenue to McIvor Avenue Grant Avenue/Roblin Boulevard — Pembina Highway to Barker Boulevard/Dale Boulevard *DOWNTOWN AREA:* How do we get from A to B? In 2007, the city hired an outside consulting firm to find out how and where Winnipeggers travel. They found on a typical weekday, residents in the city made 1,569,470 trips, for an average of 2.83 trips per person age 11 and older. Thirty-seven per cent of the daily trips took place between the morning and afternoon rush-hour periods, and work-related and school trips accounted for the vast majority — 74 per cent — of all morning travel. The survey found 81 per cent of trips by Winnipeggers and residents in surrounding areas — including East St. Paul and Steinbach — were in cars. Only 10 per cent of all residents walked or cycled to get from A to B. The downtown core saw the highest influx of people in the morning rush-hour period. About 16 per cent of all trips in the city in the morning period are to the downtown, more than to any other part of Winnipeg.

1 0

It's all about speed...
by Beth McKechnie 23 Aug '11

23 Aug '11

Winnipeg Free Press Letter to the Editor One step further (Aug.20'11) Re:* Mayor hopes to reduce speeds in school zones<http://www.winnipegfreepress.com/local/Mayor-hopes-to-reduce-speeds-in-scho…> *(Aug. 17). Mayor Sam Katz should be commended on his leadership in taking the initiative toward making our communities safer around schools. But why not take it one step further and reduce the speed limit to 30 kilometres per hour throughout residential neighbourhoods? This would make the entire community safer for everyone, whether you are eight years old or 80. This is especially salient when one considers the World Health Organization statistic that "pedestrians have a 90 per cent chance of survival when struck by a car travelling at 30 km/h or below, but less than a 50 per cent chance of surviving an impact at 45 km/h and almost no chance of surviving an impact at 80 km/h." JACKIE AVENT Winnipeg Letter of the day: Speed is biggest danger (Aug.18, 2011) Re:* Walking, cycling can be deadly<http://www.winnipegfreepress.com/local/walking-cycling--can-be-deadly-12771…> * (Aug. 15). Thank you to Jen Skerritt and the *Free Press* for raising this important public health issue. Motor vehicle collisions (MVCs) are the leading killer of children, teens and young adults in Canada. As the article points out, this tragedy is magnified by the fact that there are a number of relatively simple interventions to reduce injury and death from MVCs. Speed more than any other factor predicts the chance of injury and death in a MVC. According to the World Health Organization: - An increase in speed of one kilometre per hour results in a three per cent higher risk of a crash involving injury and a four to five per cent increase in crashes that result in death. - The likelihood of death is 20 times greater for a car occupant in a crash with an impact speed of 80 km/h compared with 30 km/h. - Pedestrians struck by a car travelling 30 km/h have a 90 per cent chance of survival, which drops to 50 per cent at 45 km/h. Pedestrians have almost no chance of surviving an impact at 80 km/h. Obeying posted speed limits and exercising due caution, along with sustained and visible enforcement and environmental controls such as speed bumps to encourage reduced speeds, can significantly reduce the risk of motor vehicle collisions that injure and kill. DR. MICHAEL ROUTLEDGE Winnipeg Regional Health Authority

1 0

Macleans: Do the health benefits of cycling outweigh the safety risks?
by Beth McKechnie 18 Aug '11

18 Aug '11

Do the health benefits of cycling outweigh the safety risks? by Julia Belluz<http://www2.macleans.ca/author/juliabelluz/>on Wednesday, August 17, 2011 http://www2.macleans.ca/2011/08/17/do-the-health-benefits-of-cycling-outwei… *The Statement: * “To be sure, cycling provides good exercise, but there are safer ways to get it. [...] Second, bike riding here is not as environmentally virtuous as it’s cracked up to be.”—*Montreal Gazette<http://www.montrealgazette.com/Deaths+show+downside+urban+cycling/5238644/s…> *, 08/11/2011** This* Gazette<http://www.montrealgazette.com/Deaths+show+downside+urban+cycling/5238644/s…> * story was prompted by a series of five very sad cycling fatalities in Montreal this year, “an unusually high death toll,” the writer lamented, before going on to list myriad downsides related to cycling in the urban environment. The *Winnipeg Free Press*<http://www.winnipegfreepress.com/breakingnews/walking-cycling--can-be-deadl…>published a similarly disturbing article, which noted that in the last 18 months, 29 people have died on Winnipeg streets in car crashes, and 18 of them were pedestrians or cyclists. The *Winnipeg Free Press* article’s message was as clear and pedantic as its title: “Walking, cycling can be deadly.” Ontario doctors<https://www.oma.org/Mediaroom/PressReleases/Pages/ItsTimetoMakeCyclingSafer…>have likewise called for safer cycling. They note that while biking is good exercise, the government needs to invest in cycling infrastructure, such as purpose-built bike lanes, to make commuting on two wheels safer. The provincial NDP in Ontario offered another (seemingly unlikely and impossible to enforce) solution to the problem of cars and bikes mingling dangerously on the road: they suggested<http://www.windsorstar.com/travel/promise+auto+cyclist+buffer+zone/5255145/…>changing the Highway Traffic Act so motorists can be fined for crossing a one-metre buffer with cyclists. But what is the evidence behind these proposed cycling policies? And if cycling is as dangerous as these news articles purport, do the health benefits of cycling outweigh the risks? Or should people refrain from biking on city streets altogether? I looked at a myth-busting evidence review<http://www.ncceh.ca/en/practice_policy/ncceh_reviews/active_transportation>produced for the Canadian National Collaborating Centre for Environmental Health<http://www.ncceh.ca/>. First, the good news: people who choose “active transport” (walking and cycling to get around) are, on average, more fit and less overweight and obese than motor-vehicle users. As well, all-cause mortality, disease-specific mortality, and cardiovascular risk are lower in this group. Exercise for transportation is also found to be sustained more consistently throughout a person’s life than other workouts, such as gym regimes. Now, the bad news: people who choose active transport face higher risks of fatality or injury per distance travelled than people who use cars, buses, or rail, according to the review. A 2003 study published in the *American Journal of Public Health <http://www.ncbi.nlm.nih.gov/pubmed/12948971> *found that the fatality risks per distance travelled for U.S. pedestrians and cyclists are 23 and 12 times higher, respectively, than for drivers. A study<http://www.ncbi.nlm.nih.gov/pubmed/19540975>that looked at injury rates for Norwegian pedestrians and cyclists per distance travelled found they were 4 and 7.5 times higher, respectively, than for those who travelled by car. There is no Canadian data on the absolute risk of injury and fatality for cyclists, but there are a few things we know about how bike accidents happen here. Transport Canada, which tracks crashes between cyclists and road motor vehicles, reported<http://www.tc.gc.ca/eng/roadsafety/tp-tp2436-rs201002-1067.htm>that 64 per cent of these deaths occurred on urban roads, and the peak time for crashes was afternoons and evenings. Bicyclists also make up the smallest percentage of road fatalities compared to other road users. For example, people<http://www.tc.gc.ca/eng/roadsafety/tp-tp3322-2009-1173.htm#t7>who died while biking in 2009 made up 1.9 per cent of fatalities on the road (compared to 53.1 per cent for drivers, 19.5 per cent for passengers, and 13.9 per cent for pedestrians). Of the risk to Canadians, Kay Teschke, a professor of public health at the University of British Columbia who studies cycling in cities, told * Science-ish*, “The fatality rates are about the same for cyclists and pedestrians, though the numbers of pedestrians killed is much higher, because more people walk. Of course, the numbers of motor-vehicle fatalities is much higher than either cycling or walking.” She concluded: “The safest mode of transport by far is transit—like buses or subways —there’s no question about it.” So what would make cyclists safer: bike lanes or a one-metre buffer? Teschke noted that the evidence shows purpose-built bike lanes seem to be the way to go. “One of the interesting features that has been found in North American cities <http://www.nyc.gov/html/dot/html/bicyclists/prospectparkwest.shtml>where European-style separated bike lanes are being installed is that this is not only lowering cyclist crashes, but also pedestrian and motor vehicle crashes.” She also pointed to European centres where bike-specific infrastructure is ubiquitous and cycling injury rates are much lower than in the United States. (See this comparison<http://www2.macleans.ca/2011/08/17/do-the-health-benefits-of-cycling-outwei…>of American, Dutch, and German cyclists, which shows Americans are twice as likely to get killed as Germans and over 3 times as likely as the Dutch per kilometer and per trip cycled.) Other studies from Europe indicate there are large net benefits of cycling. A 2010 review in *Environmental Health Perspectives*<http://ehp03.niehs.nih.gov/article/info%3Adoi%2F10.1289%2Fehp.0901747>looked at cycling in the Netherlands—with its extensive cycling networks—and found that, “on average, the estimated health benefits of cycling were substantially larger than the risks relative to car driving.” A recent review published in the *British Medical Journal*<http://www.bmj.com/content/343/bmj.d4521.full>, which looked at the risks and benefits to health of travel by bicycle, came to similarly positive conclusions. “The health benefits of physical activity from cycling using the bicycle sharing scheme (Bicing) in Barcleona, Spain, were large compared with the risks from inhalation of air pollutants and road traffic accidents.” One of the study authors told *Science-ish*, “Our findings are applicable to other cities, although the risk benefit ratio may change depending on the level of pollution between cities, as well as the risk of traffic accident. But the benefit of physical activity will remain constant.” So, here in Canada, to cycle or not to cycle? Teschke said, “I think getting exercise is a major problem in North America, and though we have higher [injury and fatality] risks from cycling than in Europe, we have higher risks from obesity, as well. So, in North America, while the risks are greater, the benefits are greater as well.” It’s important to note, too, that there is a well-documented “safety in numbers” effect for pedestrians and cyclists, meaning that as more people get on their bikes or walk to work in a city, the safer these methods of transport become. “In the Netherlands, which has some of the highest cycling rates in the world (almost 30% of all trips are by bicycle) the injury risk for cyclists is 1.1 cyclists injured per 10 million km cycled. In comparison, in the UK and the U.S. only about 1% of trips are made by bicycle, and the risk is 3.6 and 37.5 cyclists injured per 10 million km cycled,” the 2010 evidence review<http://www.ncceh.ca/en/practice_policy/ncceh_reviews/active_transportation>stated. Teschke is hopeful that as more awareness is raised in Canada about the benefits of cycling and the need for biking infrastructure, the roads will be safer places for motorists on two wheels. In fact, already, the number of fatalities for cyclists has been decreasing. In 2010, Transport Canada reported<http://www.tc.gc.ca/eng/roadsafety/tp-tp2436-rs201002-1067.htm>that “bicyclists accounted for about 2 per cent of traffic fatalities, with an average of 60 bicyclists being killed each year in collisions with motor vehicles.” This was a 2 per cent decrease from the 1996-2001 period. Similarly, this summer, the Canadian Institute for Health Information put out a press release<http://www.cihi.ca/CIHI-ext-portal/internet/en/Document/types+of+care/RELEA…>that said while “the annual number of cycling injury hospitalizations remained relatively stable between 2001–2002 and 2009–2010, the number of cycling-related head injuries decreased significantly, from 907 to 665, over the same period.” By now you may be wondering: what about that ubiquitous bicycle appendage, the helmet. Is it safer to wear one? Stephen Walter<http://fhs.mcmaster.ca/ceb/faculty_member_walter.htm>, a professor in clinical epidemiology and biostatistics at McMaster University, told *Science-ish*, “Some people argue they increase risk because their use may encourage riskier behaviour by riders and drivers.” But he added: “Conditional on being in an accident, I know I would rather be wearing one than not. If you’re going to bike, wear a helmet.” *Science-ish is a joint project of Maclean’s, The Medical Post<http://www.canadianhealthcarenetwork.ca/login/>, and the McMaster Health Forum <http://www.mcmasterhealthforum.org/>. Julia Belluz is the associate editor at The Medical Post<http://www.canadianhealthcarenetwork.ca/login/>. Got a tip? Seen something that’s Science-ish? Message her at julia.belluz(a)medicalpost.rogers.com or on Twitter @juliaoftoronto*

1 0

Wednesday smile
by Stacy Matwick 17 Aug '11

17 Aug '11

What To Say When Drivers Yell At You http://www.notquitewrong.com/rosscottinc/2011/02/28/the-system-472-road-sag… enjoy Stacy Matwick Information Centre International Institute for Sustainable Development 161 Portage Ave. E., 6th floor Winnipeg, Manitoba, Canada R3B 0Y4 Voice: (204)958-7755 Fax: (204)958-7710 Email: smatwick(a)iisd.ca<mailto:smatwick@iisd.ca> IISD Research Library web page: http://www.iisd.org/ic SD-Cite: IISD Research Library database: http://sd-cite.iisd.org<http://sd-cite.iisd.org/> GENERata web-magazine: http://www.iisd.org/generata/ "Outside of a dog, a book is man's best friend. Inside of a dog, it's too dark to read" Groucho Marx

1 0

Living large–and healthy–on the bike
by Beth McKechnie 16 Aug '11

16 Aug '11

Living large—and healthy—on the bike by Elly Blue <http://www.grist.org/people/Elly+Blue> 15 Aug 2011 http://www.grist.org/biking/2011-08-15-living-large-and-healthy-on-the-bike As Chelsea Lincoln pedaled up a hill one day, partway through her seven-mile commute, someone cruised by in a car, yelling: "You're fat!" "The irony of the situation," she told me in an email, "was ridiculous." The relationship between bicycling and health -- and driving and ill-health -- has been demonstrated many times over<http://www.grist.org/biking/2011-03-28-pedaling-away-from-the-health-care-c…>. The promotion of bicycling and bicycle-friendly streets has become integral to a number of high-profile public health efforts aimed at mitigating what is widely termed to be an American "obesity epidemic." Lincoln, a graduate student in Portland, Ore., rejects the term "obesity," along with the negative stereotypes and focus on weight loss that come with it, and prefers to say "bigger bodied" or, though she says many don't understand it, "fat." She's just starting to ride again after an injury forced a long hiatus, but in the past she's been used to riding 20 to 30 hilly miles a day for transportation and fun. "My body has always been fat," she said, "but I was really fit and healthy, with all the biking I did. I chose self acceptance as a way to allow myself to be myself without shaming my body." Bicycle transportation, despite its importance to anti-obesity campaigns, isn't necessarily a recipe for weight loss. It is, however, exactly what public health advocates should be promoting instead: An excellent way to get and stay healthy, no matter what your body type. The irony is that body weight -- and the cultural baggage that comes with it -- can be a barrier to getting on a bike. "Any exercise can be difficult to get started, and unfortunately fat people face obstacles with judgment, finding a bike that works for them and proper clothing for biking," Lincoln said. Despite this, it can be done. And it can be amazing. Developing a good relationship with someone at a bike shop helps. Lincoln "never felt comfortable in most bike shops, since I felt judged, or they assumed I was just getting started in biking and treated me like a moron." She finally found a shop where the owner was "really friendly, welcoming, and helpful." You don't need a special bike or components. Really. Many bike shop employees will try to steer bigger-bodied customers towards hybrids. That might be what you want -- a slower, slightly more upright ride that isn't necessarily built to put a lot of miles on -- but it might not. Try out a range of bikes before making your decision. If you're concerned about a bike being sturdy, look at mountain bikes and touring bikes -- they're built to get you up hills and take a beating. Investing in a set of strong wheels will help you avoid the common peril of heavy riders, kid-haulers, and cargo bikers alike -- the broken spokes. Likewise, if you always feel in danger of tipping over while riding, try a set of wider tires -- the less tread on them, the faster you'll be able to go. Beware the allure of the wide seat with lots of padding. If you sit bolt upright on your bike -- say it's a cruiser, Dutch bike, or recumbent -- then a wide seat makes sense. Otherwise, it's your sitz bones that rest on the seat, not your fundament, and having a lot of extra quishy stuff down there can lead to all kinds of discomfort. You do need your bike to fit you well so you don't strain your back and knees. A centimeter in seat height can make all the difference between bliss and knee pain. Check out some basic tips<http://www.rei.com/expertadvice/articles/bike+fit.html>on choosing and adjusting a bike yourself. Some of the best-dressed people I see riding around Portland are larger women. Someone finally clued me in -- it's because bike gear can be nearly impossible to find if you're a woman over size 14 or so. There are some online outlets, like the woman-owned Team Estrogen, that carry plus sizes, but the selection may be less than amazing. A friend's sister chooses to ride slowly and wear a classy wool jacket to keep the rain off because she can't find a high-tech one that fits. Lincoln says she had to make her own rain pants because the only plus sizes were fit for men. But don't despair. There are affordable, one-size-fits-all rain accessories for fancy technical rain gear: a poncho and a good set of fenders for your bike. I asked Lincoln for more tips. "My advice for fat folks just getting started is to find support and just go for it," she said. "Support can be friends or family who are understanding, or others who have been in the same situation." For exactly that reason, she helped create a Portland-oriented Facebook group called Big Butt Biking<https://www.facebook.com/pages/Big-Butt-Biking/104009306340342k>, which plans group rides and regular social get-togethers to support each other and share their experience and knowledge. People still sometimes yell at Lincoln out of cars, but she doesn't let it get to her: "There is a lot of empowerment in the freedom of a bike and not allowing others to get you down."

1 0

Background safety info: WFP: Walking, cycling can be deadly - As more of us hike and bike, will death toll rise? (Aug.15'11)
by Anders Swanson 15 Aug '11

15 Aug '11

Hi folks, Just a bit more ammunition for those interested in road safety. This is an aspect of transportation that no one likes to talk about, but since it's out there in the form of a media article, (and since I was extensively quoted), I wanted to follow up with some relevant facts. I note that I am quoted in the article as calling these things "preventable". Of course, I recognize that it is not always the case, as human error sometimes just happens. What I intended to convey to the reporter was that *serious injury was preventable thorugh infrastructure design aimed at lower vehicle speeds*, as it basically comes down to physics. mass X acceleration, etc... If you keep speeds low, good things happen. Period. When I was referring to "diseases" I was referring to the fact that we, as humans, dedicate significant campaigns and $$$ going towards finding cures for diseases with no known cure (i.e. breast cancer, MS, etc..), while at the same time have a nearly preventable "top ten" cause of death sitting right in front of us that we accept as "a fact of life". It just doesn't make sense. I am often reminded of the following quote from the World Health Organization: *The relationship between speed and injury severity is particularly critical for vulnerable road users such as pedestrians and cyclists. For example, pedestrians have been shown to have a 90% chance of survival when struck by a car travelling at 30 km/h or below, but less than 50% chance of surviving an impact at 45 km/h. Pedestrians have almost no chance of surviving an impact at 80 km/hr. * Some resources: this: http://www.who.int/violence_injury_prevention/publications/road_traffic/wor… this: http://www.who.int/violence_injury_prevention/publications/road_traffic/wor… and this: http://www.statisticstop10.com/Causes_of_Death_in_US.html and this: http://www.statisticstop10.com/Causes_of_Death_Older_Teens.html and this: http://www.winnipegfreepress.com/breakingnews/Details-on-pedestrian-fatalit… This is why slower speeds around pedestrians is really the only solution, especially around schools and seniors centres and frankly anywhere else that we feel like having safe communities. I note in the free press article and comments, freeways and crosswalks are brought up as a way of keeping pedestrians safe from speeding cars. Don't be fooled. Crosswalks come in many forms, some good, some not so good. What really needs to happen is to discourage overall automobile travel, especially travel at higher speeds and to give priority to pedestrians as a rule. Unfortunately, rarely do we have the guts to make the seemingly unpopular decisions required. Freeways. hmm. One way to eliminate pedestrians accidents is to simply eliminate pedestrians. However, it just pushes the problem elsewhere. We end up driving instead of walking, which is even more dangerous. We all end up going farther (and getting fatter), not safer. Think globally, walk locally, slow down. Better yet, don't drive unless absolutely necessary. Personal note: Sorry for taking the liberty to add to this post. This is a sore spot for me, as my girlfriend was hit by a car a couple years ago (she's OK) whilst doing absolutely nothing wrong (green light, walk signal, etc..) She flew about 20 feet. When we reported it at the police station, they initial said there was nothing they could do and that, incredibly, the driver would have to report it (!!?) I am sure this is not the only story like this. Anyway, just to note, safety is not normally my thing. I am not afraid of dying. Bring on the tigers, mudslides, random explosions, etc... I would simply rather it not be the result of someone switching Beyonce albums and not paying attention for a second. Accidents do happen, but slower design speeds mean that *when* they do, the results aren't so gruesome. Anyway, it's not about that. It's about walkable, bikeable, enjoyable communities. Accidents happens, death happens. I just don't understand why we insist, as humans, on doing it to ourselves. Hopefully one of you will be able to do something about it. Have a great day. Regards, Anders On Mon, Aug 15, 2011 at 8:09 AM, Beth McKechnie <beth(a)greenactioncentre.ca>wrote: > Walking, cycling can be deadly As more of us hike and bike, will death > toll rise? > > By: Jen Skerritt > > > http://www.winnipegfreepress.com/local/walking-cycling--can-be-deadly-12771… > > Pedestrians and cyclists have long been a major part of traffic deaths > and injuries, Winnipeg police say, and there's increasing cause for concern > as more people take up walking or bike riding. > > In the last 18 months, for instance, 29 people died on Winnipeg streets in > car crashes, and 18 of them were pedestrians or cyclists. > > Since 2007, 79 people have died on Winnipeg streets in vehicle collisions, > including 36 pedestrians and cyclists. > > So far this year, four pedestrians have been killed on Winnipeg roads. Of > the 18 serious or fatal crashes that police investigated in 2011 to date, 11 > involve pedestrians and two involve cyclists. > > Active-transportation activist Anders Swanson said he's worried society has > collectively forgotten these deaths are preventable and lowering vehicle > speed and investing in better infrastructure can help prevent them. > > He said governments spend millions of dollars on research to prevent deaths > caused by disease, but comparably spend very little on preventing road > crashes. > > "Here you have this one cause of death, which is basically preventable, and > we're not doing anything about it," Swanson said. > > Sometimes, accidents happen at intersections or pedestrian corridors. Other > times, pedestrians are jaywalking, intoxicated or not paying attention. > > Most years, Winnipeg Police Patrol Sgt. Damian Turner said, between 20 and > 25 people die on Winnipeg roads, and a substantial portion of those deaths > are people who were crossing the street or cycling. According to the latest > police data, 140 pedestrians and 79 cyclists were injured on Winnipeg roads > in 2009. Police are still reviewing data from last year. > > "We're concerned about the fact that pedestrians are being hit," Turner > said. "It is common. We've known for a number of years that a significant > proportion of the fatalities we're going to experience every year are going > to be pedestrians." > > Turner said he's seen cases where drivers do not see the pedestrian, > including an instance on Portage Avenue where a bus driver did not see > someone crossing. He also said he sees people every day who dart across the > street after taking a quick look at the traffic and "just run for their > lives." A number of pedestrian fatalities in the city's core area have > involved intoxicated people, he said. > > Unlike other cities, jaywalking is not illegal in Winnipeg so police do not > hand out fines or tickets. > > "Unfortunately, the only accountability is when they get smacked by a car > and they're killed or severely injured," Turner said. "The result is that a > driver who, a lot of the time is not at fault, suffers the trauma of knowing > they've hit a pedestrian they really couldn't control." > > Swanson, co-ordinator of One Green City, a volunteer project to create a > network of safe cycling routes, said part of the problem is that the current > road system was designed with cars in mind, not people, and it will take > time and money to make streets safer. Last year, the city spent $24 million > on bike-and-pedestrian upgrades to 35 routes. The overhaul was part of an > infrastructure-stimulus program funded by all three levels of government. > > Swanson said it's a good starting point, but there's still a long way to > go. > > "Since the car has caught on, we've invested almost exclusively on > automobile infrastructure for decades. It's going to take a big investment > to make things safer," he said. > > High-volume intersections such as Portage and Main are designed to take > pedestrians out of the mix, and the city keeps tabs on problem areas that > may need a pedestrian crossing. > > City road engineer Stephen Chapman said the city examines 10 years of > collision data when concerns are raised about pedestrian safety. > > The city looks at the volume of cars, the number of pedestrians and factors > in any reported collisions to determine if engineering improvements could > make the road safer. > > While new roads are built with safety in mind, Chapman said Winnipeg has a > lot of older areas that still need to be brought up to modern standards. > Sometimes, he said, the city will put in a guard rail, widen a sidewalk, > raise curbs and move a light stand back to address safety concerns. > > "When you have a road that was designed years and years ago, it's older and > may not meet certain standards," he said. "We try to bring it to those > standards." > > Chapman said in recent years the intersections prone to the highest number > of pedestrian crashes -- including Portage Avenue and Langside Street and > Osborne Street and Wardlaw Avenue-- have had lights replaced by half-signals > facing just one, not both, of the roadways. Often, he said, the width of the > road can make it more difficult for pedestrians to cross and the city needs > to make it clear who has the right of way. > > Widening the streets to make it safer for pedestrians is tricky in older > areas of the city. Winnipeg has narrow, old roads and dated bridges that > make seriation safety upgrades difficult. > > "We're always working toward improving the pedestrian crossings in the city > and concentrating our efforts on areas that are most problematic for > collisions," he said. > > But those upgrades have to be done within a limited budget. > > This year, the traffic engineering improvement program -- which is > responsible for intersection and road design improvements and pedestrian > corridors -- will spend a total of $1.95 million. Chapman said the branch > prioritizes projects according to need, and works within their annual budget > to get things done and move other projects up the list. > > While Chapman said the good news is the city is in the midst of major road > upgrades -- including the Chief Peguis Trail extension -- due to > partnerships with other levels of government, the city's infrastructure > deficit is a daunting $3.8 billion. > > Earlier this year, staff and parents from École River Heights asked > council's public works committee for a pedestrian crossing at Elm Street, > where students get off the bus. In the last eight years, five students have > been taken to the hospital after a vehicle struck them. > > The committee agreed to move the existing pedestrian corridor from Oak > Street to Elm Street, but decided against overhead flashing lights to alert > drivers a student is crossing. > > Parent council chairman Rod Miller said the city told him the crossing > doesn't meet the criteria to have flashing lights and 88 per cent of > similarly requested projects are ahead on the city's list. Miller said he > doesn't understand why the city will not take the extra step and eliminate > any potential risk to students. > > "It's frustrating from where I sit," he said. "If between now and the time > the thing is done a kid gets hit and breaks a leg, what's the cost? > $100,000, $200,000 minimum, versus a $32,000 installation. Where's the money > better spent?" > > Swanson said he would like to see citizens say "enough is enough" and > demand Winnipeg strive for zero road fatalities. He said every Winnipegger > needs to take responsibility and decide that people have the right to get > from point A to point B safely. > > "In an urban environment, I don't see any reason for people to die > unnecessarily," Swanson said. > > jen.skerritt(a)freepress.mb.ca > > *The numbers* > > *2011: four deaths, (as of Aug. 2, 2011)* > > April 3: Redwood Avenue and Powers Street > > April 13: Henderson Highway and Leighton Avenue > > June 13: Main Street and Higgins Avenue > > June 29: Pembina Highway and Dalhousie Drive (cyclist) > > *2010: 12 pedestrian deaths and two cyclist deaths* > > March 18: Taylor Avenue and Waverley Street > > March 27: Main Street and Atlantic Avenue > > April 11: Main Street and Machray Avenue > > April 15: 1145 Dakota St. > > June 17: Main Street and Jarvis Avenue (cyclist) > > June 25: Manitoba Avenue and Charles Street (cyclist) > > July 15: McPhillips Street and Templeton Avenue > > Aug. 11: Portage Avenue and Raglan Road > > Aug. 21: 1670 Portage Ave. > > Oct. 25: Mountain Avenue and McGregor Street > > Dec. 19: 446 Young St. > > Dec. 20: Portage Avenue and Sherbrook Street > > Dec. 23: McPhillips Street and Pacific Avenue > > Dec. 24: Fife Street and Inkster Boulevard > > 2009: 1 cyclist death > > July 4: Jefferson Avenue and Airlies Street (cyclist) > > *2008: six pedestrian deaths* > > Feb. 1: Kenaston Boulevard and Boulton Bay > > Feb. 11: Grant Avenue and Lilac Street > > June 7: Selkirk Avenue and Andrews Street > > June 25: Donald Street and St. Mary Avenue > > Sept. 26: Notre Dame Avenue and Spruce Street > > Dec. 29: Isabel Street and Ross Avenue > > *2007: six pedestrians and three cyclists* > > March 23: Mountain Avenue and Kildarroch Street > > May 23: McPhillips Street and Leila Avenue > > July 24 - Burrows Avenue and McGregor Street (cyclist) > > Sept. 14: St. Mary's Road and Oakleigh Place > > Sept. 28: Redonda Street and Gunn Road (cyclist) > > Oct. 31 - Warsaw Avenue and Harrow Street (cyclist) > > Nov. 6: Inkster Boulevard and Sinclair Street > > Nov. 13: 1395 Grant Ave. > > Dec. 6: Kenaston Boulevard and Sterling Lyon Parkway > > -- Source: Winnipeg Police Service > > > > _______________________________________________ > AT-Network mailing list > AT-Network(a)lists.umanitoba.ca > http://lists.umanitoba.ca/mailman/listinfo/at-network > >

1 0

WFP: Blazed by the trails - Wpg family thrilled to use city's well-hidden network of paths (Aug.15'11)
by Beth McKechnie 15 Aug '11

15 Aug '11

Blazed by the trails Winnipeg family thrilled to use city’s well-hidden network of off-the-beaten paths By: Shamona Harnett http://www.winnipegfreepress.com/opinion/columnists/Blazed-by-the-trails---… Janice Lukes has flown to the most exotic places on Earth. And although the Winnipeg mother of three’s globetrotting days are over, her past travels can’t compete with the adventures she experiences every day in the unlikeliest of places — on her own city’s pathways. Most citizens here don’t know much about the Winnipeg’s trails — hidden wilderness gems that meander through river-bottom forests, wind through open fields and snake along abandoned rail beds. But Lukes, her husband and her sons — eight-year-old triplets — walk, cycle and play on many of them. And they’re always seeking out new ones. Their latest fascination? The Yellow Ribbon Greenway Trail, a 5.5-kilometre stretch of pathway located in a remote section of St. James. There’s lots to see on this trail, including an outdoor warplane museum and a creek full of frogs. But the best part of the trail for the family are the low-flying airplanes they get to see touching down at James Armstrong Richardson International Airport. "You can touch the fence where the runway is," says Lukes, one of the city’s leading trail advocates and a member of the province’s Active Transportation Advisory Group. "You stand on the trail and you can see these fat-bellied planes come in and land. It’s fascinating. My kids were blown away by that. And I was blown away by it." Her voice inflects upwards when she talks about her latest trail discovery. "It’s a really obscure location that no one would have gone to before because there was no road. There was nothing around it!" Lukes says it was two decades ago when some forward- thinking city officials came up with the idea to build a trail system in Winnipeg — one whose legs would would eventually connect together. Then, the city had only scattered bits and pieces of trail that really didn’t go anywhere. Today, trail advocates are closer than ever to realizing their dream of a Winnipeg full of people using their own physical power to get to from point A to point B along a connected trail system. Wander onto city trails on a summer day and you can see walkers, runners, cyclists, in-line skaters, parents pushing their babies in strollers as well as people in wheelchairs. Some are commuting to a specific place. Others are just enjoying a deep breath of nature. To date, the Winnipeg Trails Association lists nearly 40 trails. Some are more connected than others. In the last five years, Lukes says, more than $40 million has been spent on trails and cycling infrastructure around Winnipeg — $20 million just last year alone. Of course, many would argue that the money would be better spent elsewhere. But to Lukes, the health benefits are worth the price tag. "If I don’t keep my kids mobile, what are they going to do?" says Lukes, the St. Norbert resident who has advocated for trails for nine years. "It’s so easy to turn the TV on. It’s so easy to let them sit in front of this stuff. "I think what’s good about the trails are that (they are) free. You need a pair of runners. Trails fit people’s schedules and they fit people’s budgets. And they cost peanuts to build compared to the roadways." Here are the basics you need to know about Winnipeg’s trails. This is the first in a series of Healthy Living stories about our growing trail system: *What’s the purpose of Winnipeg’s trails?* Trail advocates want Winnipeggers walking, running, cycling, in-line skating, skipping and wandering down city trails. Ideally, the trails will help Winnipeggers become more active and, therefore, fitter. (According to a Active Transportation Advisory Group report, 55 per cent of Manitoba’s people are overweight or obese. Meanwhile, 45 per cent of Manitobans are considered inactive. Trail proponents hope the trails’ increasing connectivity make them a viable, safe way for people to get from one neighbourhood to the other free from car traffic. *How many trails are in Winnipeg?* "It depends on what you define as a trail. There are many bits and pieces which are too small to have an official name," says Lukes. The Winnipeg Trails Association has mapped out 38 city trails. Many trails are outfitted with signs that depict points of interest, etc. *How is the trail system organized?* In 1993, the city came up with the idea to divide the city into six parkways — essentially consisting of land along both sides of the Red and Assiniboine Rivers. The goal is to hook up the parkways to form a continuous trail system. This web of parkways joins one park to another. Trails mainly curve around the riverbanks and, when necessary, wind onto residential streets. The riverwalk at the Forks, for example is part of the North Winnipeg Parkway. It, like other trails in the city, is partially under water due to flooding. There are also several community trails that are not part of the parkway system. These trails generally thrive thanks to the dedication of community volunteers who lobby on behalf of these neighbourhood trails. Monkey trails are unofficial trails not sanctioned by the city. Adventurers tend to like these trails because they wind up and down along the edge of riverbanks. "You have to be a monkey to go on them," explains Lukes. *What is the Trans Canada Trail?* A project the federal government touts as the world’s longest network of trails. Today, more than 15,500 kilometres worth of Trans Canada trail has been developed nationwide, 1,400 kilometres of which is in the wilds of rural Manitoba. *Is there a way for the city to profit from its trails?* Advocates say Winnipeg’s trails will attract tourists and lead to growth in the city’s economy. We may already be profiting from our trails, according to Brandon Bertram, an employee at Woodcock Cycle Works on St. Mary’s Road. He says he often rents bikes to visitors who seem more eager to explore city trails than Winnipeggers are. "They come in asking for good places to ride, that kind of thing. Not a whole lot of people from the city come in for that type of advice," says Bertram. *How can you find out how to get to various Winnipeg trails?* Log onto the Winnipeg Trails Association website. It’s located at www.winnipegtrails.ca The site contains maps and detailed information about city trails. Follow Shamona on Twitter at Follow Shamona on Twitter at http://twitter.com/ShamonaHarnett *Have an interesting idea you’d like Shamona to write about? Contact her at shamona.harnett(a)freepress.mb.ca*

1 0

Blazed by the trails
by Mike Tutthill 15 Aug '11

15 Aug '11

http://www.winnipegfreepress.com/opinion/columnists/Blazed-by-the-trails---… Winnipeg Free Press - ONLINE EDITION Blazed by the trailsWinnipeg family thrilled to use city’s well-hidden network of off-the-beaten paths By: Shamona Harnett Posted: 08/15/2011 8:28 AM Janice Lukes has flown to the most exotic places on Earth. And although the Winnipeg mother of three’s globetrotting days are over, her past travels can’t compete with the adventures she experiences every day in the unlikeliest of places — on her own city’s pathways. Most citizens here don’t know much about the Winnipeg’s trails — hidden wilderness gems that meander through river-bottom forests, wind through open fields and snake along abandoned rail beds. But Lukes, her husband and her sons — eight-year-old triplets — walk, cycle and play on many of them. And they’re always seeking out new ones. Their latest fascination? The Yellow Ribbon Greenway Trail, a 5.5-kilometre stretch of pathway located in a remote section of St. James. There’s lots to see on this trail, including an outdoor warplane museum and a creek full of frogs. But the best part of the trail for the family are the low-flying airplanes they get to see touching down at James Armstrong Richardson International Airport. "You can touch the fence where the runway is," says Lukes, one of the city’s leading trail advocates and a member of the province’s Active Transportation Advisory Group. "You stand on the trail and you can see these fat-bellied planes come in and land. It’s fascinating. My kids were blown away by that. And I was blown away by it." Her voice inflects upwards when she talks about her latest trail discovery. "It’s a really obscure location that no one would have gone to before because there was no road. There was nothing around it!" Lukes says it was two decades ago when some forward- thinking city officials came up with the idea to build a trail system in Winnipeg — one whose legs would would eventually connect together. Then, the city had only scattered bits and pieces of trail that really didn’t go anywhere. Today, trail advocates are closer than ever to realizing their dream of a Winnipeg full of people using their own physical power to get to from point A to point B along a connected trail system. Wander onto city trails on a summer day and you can see walkers, runners, cyclists, in-line skaters, parents pushing their babies in strollers as well as people in wheelchairs. Some are commuting to a specific place. Others are just enjoying a deep breath of nature. To date, the Winnipeg Trails Association lists nearly 40 trails. Some are more connected than others. In the last five years, Lukes says, more than $40 million has been spent on trails and cycling infrastructure around Winnipeg — $20 million just last year alone. Of course, many would argue that the money would be better spent elsewhere. But to Lukes, the health benefits are worth the price tag. "If I don’t keep my kids mobile, what are they going to do?" says Lukes, the St. Norbert resident who has advocated for trails for nine years. "It’s so easy to turn the TV on. It’s so easy to let them sit in front of this stuff. "I think what’s good about the trails are that (they are) free. You need a pair of runners. Trails fit people’s schedules and they fit people’s budgets. And they cost peanuts to build compared to the roadways." Here are the basics you need to know about Winnipeg’s trails. This is the first in a series of Healthy Living stories about our growing trail system: What’s the purpose of Winnipeg’s trails? Trail advocates want Winnipeggers walking, running, cycling, in-line skating, skipping and wandering down city trails. Ideally, the trails will help Winnipeggers become more active and, therefore, fitter. (According to a Active Transportation Advisory Group report, 55 per cent of Manitoba’s people are overweight or obese. Meanwhile, 45 per cent of Manitobans are considered inactive. Trail proponents hope the trails’ increasing connectivity make them a viable, safe way for people to get from one neighbourhood to the other free from car traffic. How many trails are in Winnipeg? "It depends on what you define as a trail. There are many bits and pieces which are too small to have an official name," says Lukes. The Winnipeg Trails Association has mapped out 38 city trails. Many trails are outfitted with signs that depict points of interest, etc. How is the trail system organized? In 1993, the city came up with the idea to divide the city into six parkways — essentially consisting of land along both sides of the Red and Assiniboine Rivers. The goal is to hook up the parkways to form a continuous trail system. This web of parkways joins one park to another. Trails mainly curve around the riverbanks and, when necessary, wind onto residential streets. The riverwalk at the Forks, for example is part of the North Winnipeg Parkway. It, like other trails in the city, is partially under water due to flooding. There are also several community trails that are not part of the parkway system. These trails generally thrive thanks to the dedication of community volunteers who lobby on behalf of these neighbourhood trails. Monkey trails are unofficial trails not sanctioned by the city. Adventurers tend to like these trails because they wind up and down along the edge of riverbanks. "You have to be a monkey to go on them," explains Lukes. What is the Trans Canada Trail? A project the federal government touts as the world’s longest network of trails. Today, more than 15,500 kilometres worth of Trans Canada trail has been developed nationwide, 1,400 kilometres of which is in the wilds of rural Manitoba. Is there a way for the city to profit from its trails? Advocates say Winnipeg’s trails will attract tourists and lead to growth in the city’s economy. We may already be profiting from our trails, according to Brandon Bertram, an employee at Woodcock Cycle Works on St. Mary’s Road. He says he often rents bikes to visitors who seem more eager to explore city trails than Winnipeggers are. "They come in asking for good places to ride, that kind of thing. Not a whole lot of people from the city come in for that type of advice," says Bertram. How can you find out how to get to various Winnipeg trails? Log onto the Winnipeg Trails Association website. It’s located at www.winnipegtrails.ca The site contains maps and detailed information about city trails. Follow Shamona on Twitter at Follow Shamona on Twitter at http://twitter.com/ShamonaHarnett Have an interesting idea you’d like Shamona to write about? Contact her at shamona.harnett(a)freepress.mb.ca -- Mike Tutthill Planning & Community Engagement Consultant HEALTH in COMMON 100-6 Donald Street Winnipeg, MB R3L 0K6 tel: 204.949.2002 1.800.731.1792 fax: 204.284.2404 email: mtutthill(a)healthincommon.ca web: www.healthincommon.ca +++++++++++++++++++++++++++++++++++++++ June E-Newsletter deadline is May 20. *Health in Common on Facebook*<http://www.facebook.com/pages/Health-in-Common/120069149875> ü Please consider the environment before printing this email. *Coming to Health in Common?* *By bicycle: *Bicycle parking is located behind the building. *By Winnipeg transit: *Routes 62, 65, 66, 68, 70* *** *By car: *Two visitor parking spaces are available at the back of the building.* Street parking (restrictions): *Bell Avenue (1hr 9h00 – 17h30), Clarke Street (none); Lewis (none); Cauchon (none); River (none west of Clarke).

1 0

WFP: Our daily demolition derby - Car crashes mean death, misery and expense -- all avoidable (Aug.13'11)
by Beth McKechnie 15 Aug '11

15 Aug '11

[Accompanying car context as counterpoint for the earlier walking & cycling article...] Our daily demolition derby Car crashes mean death, misery and expense -- all avoidable By: Jen Skerritt http://www.winnipegfreepress.com/breakingnews/our-daily-demolition-derby-12… They can happen as you back out of your driveway, stop at a red light or turn onto a busy street in morning rush-hour traffic. Car crashes can occur anytime, anywhere, to anyone, and records released through a freedom of information request reveal they are so common, an average of 143 are reported to Manitoba Public Insurance on any given day in Winnipeg -- about one collision every 10 minutes. A staggering 261,875 claims were reported in Winnipeg between 2005 and 2009, the latest available MPI data. That's an average of 52,375 crashes every year. These are not all major incidents, and claimants did not identify the crash location in about half of all collision reports. MPI says the collisions range from fender-benders in back lanes and parking lots to cars that bump into trees or poles or get smashed up after run-ins with potholes. The numbers also include single-vehicle rollovers and multiple car pileups. Police respond to a fraction of these -- about 12,000 every year -- typically, the ones that tie up traffic or cause injuries. While the bulk of reported collisions are relatively minor, the most recent police data show 2,690 people were injured in automobile crashes in 2009 and 13 people died. MPI anticipates as many as five dozen crash victims will sustain life-altering brain injuries from the impact each year, and another 10 people will be para- or quadriplegic. The real rub is these crashes are largely preventable and take a staggering emotional toll on victims and financial toll on society. MPI does not calculate the total direct and indirect costs of road accidents, which include everything from hospitalization and insurance rates to police and paramedics. However, estimates out of Edmonton peg the annual cost of road crashes in that city at $500 million. While the total number of road accidents has remained relatively stable in the past few years, critics say Winnipeg still lags behind other cities when it comes to making roads safer and needs to explore what more it can do to ensure motorists are not on a collision course. "Many, many other cities in Canada and in the U.S. are far, far ahead of us in terms of the progress they've made. They're making it a more hospitable environment for cars and bikes and pedestrians," said CAA Manitoba spokeswoman Liz Peters. "I think we've got a long way to go." Winnipeg is unique among cities of its size as it does not have freeways and relies on major roads such as Kenaston and Lagimodiere to funnel traffic to other regional streets. City road engineers say they use traffic signals to control the flow of vehicles on every major road, and there are 620 intersections and 157 pedestrian corridors across the city. Intersections are conflict points and, by design, increase the risk motorists will collide with another vehicle or a pedestrian. That's because they are the point at which drivers have to decide whether to stop, go or turn. Road-safety experts say there are 32 points of potential conflict at an intersection, compared to about eight for a roundabout. "Every time you have to stop, you increase the risk of a crash because the person behind you may not feel it's appropriate to stop and they keep going," said Toronto-based traffic engineering consultant Alison Smiley, president of Human Factors North. In Winnipeg, intersections with the highest traffic volumes -- including Kenaston and McGillivray boulevards and Leila Avenue and McPhillips Street -- have recorded the most crashes. Kenaston and McGillivray see upwards of 45,000 vehicles on a daily basis, which is only expected to increase with more cars on the road, new housing and big-box developments such as Waverley West and Ikea. Between 2005 and 2009, three people died and 1,500 injuries were reported at the 10 intersections that recorded the largest number of crashes. Fridays were the worst days, recording 1,233 collisions in total, and the afternoon rush-hour is the worst time period for crashes, with 2,020 reported in a five-year span. Snowy, blustery winter days recorded the highest number of crashes, and January was the month that recorded the most car accidents. "It's astronomical," Winnipeg police Patrol Sgt. Damien Turner said. "It's a huge, huge drain on resources." The data MPI collects paint a clear picture that crashes happen every day, everywhere. Yet the statistics do not say much about what causes them or why some intersections are more accident-prone than others. Cities such as Edmonton have devoted traffic analysts and statisticians to interpret crash data. Edmonton has used the information to move toward more evidence-based policing on things such as speeding, and to measure the outcome of programs targeted at nabbing drunk drivers. MPI officials record the date, time and location, if reported, of all crash-related claims. Police collect similar information and inform the city's public works department, which keeps tabs on intersections of concern that may need engineering improvements. In general, the usual suspects -- speed, alcohol, driver distraction and road conditions -- play a big role. MPI does not track how many crashes are caused by speed, but the public insurer says it and distracted driving account for a large number of collisions. About one-third of all collisions reported every year are rear-enders. Another 15 per cent are T-bone crashes at intersections, which are considered the most serious since they tend to cause more severe injuries. Though drinking and driving remains a huge problem, MPI CEO Marilyn McLaren said it causes fewer crashes than speeding and inattention. However, she said, drinking and driving is more likely to cause catastrophic injury and death and tends to have a larger "impact" in terms of the severity of the crash. "We can say that speed is certainly a factor, and I think distracted driving is another big category, for sure," McLaren said. The good news, McLaren said, is the percentage of injuries has dropped and the total number of yearly crashes has remained relatively stable despite a spike in the number of newly licensed drivers. That's in part due to better vehicle design and construction, she said, since things such as airbags and passenger-side airbags can help prevent more serious injury. The same trend is seen across parts of the globe, where a focus on safe driving and better road design and construction has helped reduce the number of fatalities in the last half-century. In Canada, the number of fatalities due to car accidents has dropped 60 per cent in the last 40 years. The bad news is, there is still a lot of work to do. Transport Canada statistics show one person dies every four hours or is admitted to hospital every 90 minutes as a result of a traffic collision somewhere in the country. The human and financial toll is huge, and MPI pays out $2,300 for every non-fatal claim and about $90,000 for every traffic-related death. Gerry Shimko, director of Edmonton's office of traffic safety, said people would not tolerate 20 airplanes crashing in Canada every year, but road accidents kill roughly the same number of people. He said governments need to better integrate their road-safety systems to reduce costs and save lives. "I think there's an opportunity to turn the other way. It's not easy," McLaren said. "Most crashes are absolute accidents, but it also fundamentally means somebody could've done something to avoid it." jen.skerritt(a)freepress.mb.ca The numbers *NUMBER OF COLLISIONS IN WINNIPEG BETWEEN 2005 AND 2009 (REPORTED TO MANITOBA PUBLIC INSURANCE):* 261,875 *WHOA! THAT'S A LOT.* Yes, and that includes every kind of damage claim, including run-ins with potholes, single-vehicle rollovers, fender-benders and multiple-car pileups. *WHERE DO THESE COLLISIONS OCCUR?* Everywhere, though safety experts say drivers are at most risk of a crash at intersections, since that's the place where people have to decide to stop, go or turn. *INTERSECTIONS THAT RECORDED THE LARGEST NUMBER OF COLLISIONS BETWEEN 2005 TO 2009:* 1) Kenaston Boulevard & McGillivray Boulevard: 1,039 crashes 2) Leila Avenue & McPhillips Street: 993 crashes 3) Grant Avenue & Kenaston Boulevard: 774 crashes 4) Lagimodiere Boulevard & Regent Avenue West: 759 crashes 5) Bishop Grandin Boulevard & St. Mary's Road: 641 crashes 6) Bishop Grandin Boulevard & St. Anne's Road: 619 crashes 7) Archibald Street & Marion Street: 608 crashes 8) Moray Street & Portage Avenue: 556 crashes 9) Bishop Grandin Boulevard & Dakota Street: 537 crashes 10) Portage Avenue & St. James Street: 524 crashes *MONTH THAT RECORDED THE MOST CRASHES:* January *MONTH THAT RECORDED THE FEWEST CRASHES:* August *DAY IN THE LAST FIVE YEARS THAT RECORDED THE MOST CRASHES:* Feb. 9, 2009 *WHAT KIND OF CRASHES ARE THE MOST COMMON?* Police respond to about one-quarter of all crashes reported to Manitoba Public Insurance. They say about 31 per cent of all collisions are rear-enders. Another 15 per cent of crashes occur at intersections where a vehicle is T-boned. *HOW MANY DRIVERS ARE THERE IN WINNIPEG?* In 2011, there are nearly 400,000 registered vehicles and light trucks in the city -- a 6.5 per cent increase from 2007. *HOW MANY OF THEM ARE NEW DRIVERS?* According to the most recent statistics, about 25,000 drivers successfully obtained their driver's licence in 2009. MPI says that number usually remains stable every year. *HOW OLD ARE THESE NEW DRIVERS AND WHO ARE THEY?* The majority are under 34, and more Winnipeg women are getting their driver's licence than men. MPI officials say in all likelihood, immigrants to Canada account for a large percentage of new drivers over age 35. -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre<http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3772 | Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member<http://greenactioncentre.ca/support/memberships/>

1 0